Safety and anti-friction device for railroad-curves



(No Mddel.) 10 SheetsSheet 1.

J; H. PENDLETON 85 A. BRYSON, Jr.- SAFETY AND ANTI FRICTION DEVICE FOR RAILROAD CURVES.

No. 415,555. Patented-Nov. 19,, 1889..

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(No Model.) r 10-Sheets Sheet 2Q J. H.PENDLETON & A. BRYSON. Jr. SAFETY AND ANTLFRIOTION DEVICE FOR RAILROAD CURVES.

No. 415,556. Patented Nov. 19, 1889.

'* (NoModL) 1o Sheets-Sheet 3.

J. H. PENDLETON & A, BR'YSON, Jr. SAFETY AND ANTI FRICTION DEVICE FOR RAILROAD CURVES,

No. 415,556. Patented Nov. 19, .1889.

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Patented Nov. 19, 1889..

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(No Modl.) 10 Sheets-Sheet 6. J. H. P-ENDLETON & A. BRYSON, Jr. SAFETY AND ANTI FRICTION DEVICE FGR RAILROAD CURVES.

No. 415,556.- Patented Nov. 19, 1889.

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(No Model.) lofsneetksneet -7. J. H. PENDLETON & A. BRYSON, J1. SAFETY AND ANTI FRICTION DEVICE FOR RAILROAD CURVES. N0. 415,556.

Patented Nov. 19, 1889..

(No Model.) 10 Sheets-Sheet 8.

J; H; PENDLBTON & A BRYSON. Jr. SAFETY AND ANTI FRICTION DEVICE FOR RAILROAD CURVES.

No. 415,55 Patented Nov. 19, 1889.

ME jig/5f; v I .717 T/JZZUJS- il mw m '(No Model.) 10 Sheets-Sheet 9. J. H; PENDL ETON 811A. BRYSON, Jr.- SAFETY AND ANTI FRICTION DEVICE FOR RAILROAD CURVES.

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.7 SAFETY AND ANTI FRICTION DEVIGB FOR RAILROAD CURVES. No. 415,556 Patented Nov. 19, 1889.

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W /$1 7 v E g Z firs- U UNITED STATES I JOHN H. PEN DLETON, OF BROOKLYN,

PATENT OFFICE.

AND ANDRE\V BRYSON, JR, OF NEW YORK, N. Y., ASSIGNORS OF ONE-HALF TO CORNELIUS TIERS, OF NEWV YORK, N. Y., AND ALEXANDER II. TIERS, OF MORRISTOYVN, NEWV JERSEY.

SAFETY AND ANTI-FRICTION DEVICE FOR RAILROAD-CURVES.

SPECIFICATION forming part Of Letters Patent No. 415,556, dated ovember 19, 1889.

Application filed May 29, 1889. Serial No. 312,604. (No model.) i

To ctZZ whom it may concern:

Be it known that we, JOHN H. PENDLETON, residing at Brooklyn, inthe county of Kings and State of New York, and ANDREW BRYSON,

Jr., residing at New York, in the county of New York and State of New York, have jointly invented certain new and'useful Im provements in Safety and Anti-Friction Devices for Railway-Curves; and we do hereby IO declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our devices relate partly to improvements in the track and guard rail of railway-curves, and partly in improvements in the parts of cars that engage therewith.

In the accompanying drawings, Figure 1 is a plan of a railway-curve adapted for that form of our invention whose auxiliary wheels are on the inner face of the track-wheels proper and coact with auxiliary rails at the inner curves. Fig. 2 is a plan of a railway-curve adapted for that form of our invention whose auxiliary wheels, while on the inner face of the track-wheels proper, are adapted to coact with auxiliary rails at the outer curves. Fig. 3 is a plan of a railway-curve adapted for that form of our invention whose auxiliary wheels 0 are on the outer face of the track-wheels proper and are adapted to coact with auxiliary rails on the inner curves. In the above figures the supporting-rails only are shown. Fig. 4. is a plan of the track represented in Fig. 1, the

rails which receive the lateral thrust and the various guard-rails being also shown. Fig. 5 is an elevation of an inner face of the same rail at one of the change-places. Fig. 6 is a transverse section of track and a car-truck 0 for the form of our invention illustrated in 10 is an axial section, and Fig. 11 is an inner face View, of the form of wheel employed in the same. Fig. 12 is a transverse section of track and a car-truck for the form of our invention illustrated in Fig. 3. Fig. 13 is a plan, and Fig. 14 is an outer face elevation, of the same form. In those of the above figures in which the lateral guard-roller is shown it is represented journaled in a projection from the truck-frame equalizing-bar. Figs. 15,16, and 17 are, respectively, a plan, a transverse section, and an outer face elevation, of

a form which diifers from that shown in Figs.

12, 13, and 14. only in the lateral guard-roller being journaled in a projection from the axlebox.

lVe will first describe what we regard as the typical form of our invention illustrated in Figs. 1, 4t, 5, 6, 7, and 8.

1 may represent straight portions of a railway-track.

2 may represent the shorter and 3 the longer rails of the curved portions. In our arrangement either the shorter or the longer curved 7o portion consists of a rail distinct from the rail of the straight portion and slightly out of direct alignment with and extending for a short distance alongside of it. The thus side by side overlapping ends of straight and curved portions are curved downward, as at 4, to enable our hereinafter-described compound truck-wheels to roll from one to the other without jar.

Outside of and parallel to the track are So lateral inwardly-presented guard-rails 5, to receive the centrifugal stress of our horizontal guard and anti-friction wheels, hereinafter described, and to thereby relieve the supporting-rails and the flanges of the truckwheels from the grinding and destructive action of lateral contact on the outer curves. Said guard-rails, furthermore, coact with the flanges on the lower margins of said guardwheels to prevent excessive careening and to go make derailment impossible. Flanged guardplates 6 (which may be attached to the cns-. tomary guard-strips 6) on the inner side of guard-wheels, and,where desired, other guardplates 7 on the inside of the traclcwheels, 5 may afford additional elements of security. Such guard-rail and guard-plate (one or both) may extend the entire length of the route, as

represented in Fig. 4, or they may be rcstricted to the more dangerous parts of the curves.

Associated with the above-described provisions in the track are the safety and antifriction devices on the car-truck now to be explained. The typical form will be that first described.

Bolted or otherwise firmly secured to the in ner face of each track-wheel 10 is a supplem entary tread 11, of as much smaller relative diameter as the length of the shorter curve 2 is less than that of the longer curve 3. The supplementary tread 11 and the shorter-curve rail being equally distant from the middle of the track, it ensues that when the truck reaches this part of the track the side of the truck which is directed toward the shorter curve rests by said supplementary tread on said curve, and by reason of the relative limited circumference of said tread the speed of travel is slackened on that side just sufficiently to preserve the parallelism of the truck-wheels with the track, thus avoiding or greatly lessening tendency to derailment and the usual wasteful and disagreeable grinding action.

As an auxiliary safeguard and anti-friction expedient, We journal vertically, or nearly so, in boxes 13, which at or near each truckcorner are attached to or constitute the terminals of the equalizer-bar 18, a guard-wheel 14, whose lower margin is encircled by flange 15. Each flanged guard-wheel 14 15, the guard-rail 5, and flanged guard-plates 6 have such relative location as to correct any incipient tendency to derailment and to coact with the differentiated inner and outer track-wheels in holding the truck to its proper course upon the track.

For additional safeguard against separation of the car-body from the truck, we provide, in addition to the customary king-bolt or centerbolt 19, two auxiliary safety-bolts 20, Whose heads occupy slots 21 in the body. Thus, should the center bolt, from crystallization or otherwise, become brittle and snap, as fre-- quently occurs, the auxiliary bolts will prevent separation of the car-body from the trucks. Our arrangement thus provides three distinct safeguards against separation or overturning-namely, the customary center bolt, the auxiliary bolts, and the flanged guardwheels.

For most situations the form of our invention above described will be the preferred one; but in some cases the supplementary tread, instead of being smaller than the tread proper, may be larger than it, as shown in Figs. 9, 10, and 11, and will operate on a detached rail 011 the longer side of the curve, as shown in Fig. 2.

Still another modification may consist in attaching the supplementary tread on the.

'invention an arrangement of track such as shown in Fig. 3 is provided. The flanged guard-wheel boxes, instead of being attached to or supported from the equalizer-bar, may be secured to the boxes 17 of the truck-wheel journals, as shown in Figs.

15, 16, and 17.

Instead of being discontinued at the place of the supplementary curve-rail, the maintrack rail may be continuous. (See broken line 1, Fig. 7.)

WVe claim herein as new and of our invention- 1. The combination, with a lateral guardrail or flanged plate parallel to and skirting the track-rail, of two or more horizontal flanged guard-wheels journaled to or upon the truck, for the purpose set forth.

2. The combination, with a lateral guardrail or flanged plate parallel to and skirting the track rail, of two or more horizontal flanged guard-Wheels journaled within projections of the axle-boxes, as set forth.

The combination, with a main track, of detached inner curve-rails of greater height than the main track, flanged guard-rails skirting said track, a truck whose wheels have two treads of unequal diameter, and journaled to whose frame or axle-boxes are flanged horizontal wheels that engage said guardrails, as and for the purpose set forth.

4. The combination of flanged guard-Wheels 14- 15 and the flanged guard plates or rails 5 6 011 either side of said Wheels, substantially as and for the purpose set forth.

5. The combination, with the flanged guard plates or rails, of the flanged guard-Wheels j ournaled in boxes supported upon or attached to the equalizer-bar, substantially as set forth.

6. The combination, with the main track, of detached inner curve rails of greater height than the main track, guard-rails 5, arranged parallel to and skirting the said main track, and a truck whose wheels have two treads of unequal diameter and provided with horizontal wheels journaled within the frame of the truck, said wheels being adapted to engage with the guard-rails, as and for the purposes set forth.

In testimony whereof we hereunto aflix our signatures in presence of two witnesses.

JOHN H. 'PENDLETON. ANDREW BRYSON, JR.

\Vitnesses:

HARRY E. KNIGHT, GEoRcE S. BELL. 

